Antidetonant injection control apparatus for internal-combustion engines



June 10, 1 s. 5. FOX ET AL ANTIDETONANT INJECTION CONTROL APPARATUS FOR INTERNAL-COMBUSTION ENGINES 2 SHEETS-SHEET 1 Filed May 31, 1946 m 1952 s. 5. FOX ETAL ANTIDETONANT INJECTION CONTROL APPARATUS FOR INTERNAL-COMBUSTION ENGINES 2 SHEETS-SHEET 2 Filed May 31, 1946 INVENTOR.

Samuei S. Fox

Boat-2 2 B. 721 2502 BY ATTORNEY 224, and fuel is supplied thereto through a pipe 68. The pipes 224 and 68 discharge into a common header 225. There is also shown a carburetor generally indicated at 23 and a derichment control mechanism or means generally indicated at 2 [6, the mechanism 2 i6 and the carburetor 28 being connected by a pipe '5 through which unmetered fuel passes.

There is also illustrated as a source of supply of anti-detonant liquid a tank 200 and a pump 2! interposed in a supply pipe 202 from this tank 200 to the regulator, identified by that word on the drawing. The pump 20l maintains the supply of anti-detonant liquid to the regulator under a predetermined pressure. This regulator forms the particular subject matter of the present invention. A vent pipe 205 passes vapor and air from the regulator back to the tank 200. The general operation of these parts and their construction is fully set forth in application Serial No. 530,935, aforesaid. The problem solved by the apparatus of the present invention is to control the supply of anti-detonant liquid to the engine, so that this supply will be automatically initiated at a predetermined time interval after dericlnnent action is efiected by the valve 2 l 8 and that the initiation is effected gradually, so as to avoid excessive surges of anti-detonant flow. Further, once the introduction of anti-detonant liquid is initiated, its rate of supply or flow will be automatically controlled in accordance with the demands, which from a practical point of view maybe proportional to the air flow through the carburetor.

In any means of this kind some apparatus must be provided for the initiation of the operations calling for a supply of anti-detonant liquid. As shown in Fig. 1, this means comprises a switch 201 which may be operated manually or automatically.

Referring now to Fig. 2 of the drawing, wherein the regulator of the present invention is illustrated in detail, there is shown at 200 a solenoid coilhaving as its armature a valve member 203, which is spring-pressed toward its closed position. This valve is interposed between the pipe 202 and the regulator of Fig. 2 and comprises a part of the regulator assembly. A passage 208, also designated chamber A, is on the downstream side of the valve. When the switch 201 (Fig. 1) is closed, the solenoid 206 will be energized by a suitable source oi current (not shown) in circuit with the switch to open the valve 203. While there is shown in the accompanying drawing an electrical means for opening this valve, it will be understood that any desired means, including mechanical and/or hydraulic means could be alternatively employed for this purpose. Furthermore, while the valve 203 is shown formed as a part of the regulator illustrated in detail in Fig. 2, this valve might be formed as a separate unit and located at a desired distance from the regulator. A restricted vent 204 is provided, as shown, to allow air and vapor, to flow'through the pipe 205 back to the supply tank 200, so as to prevent such vapor from entering into the regulator.

In the regulator there is disclosed, between the chamber A and a further chamber B, a spring loaded check valve 209. It will be understood that this valve is normally held closed by its spring and is only opened when pressure of antidetonant liquid is supplied to chamber A by the opening of the valve 203. This valve prevents reverse flow through the regulator.

Flow of liquid from chamber B to a further chamber C in the path of the main flow of antidetonant liquid is normally obstructed or prevented by a valve 210, shown as a substantially hollow cylindrical member slidable in a part of the main casting of the regulator as shown. This valve is arranged to be operated by a diaphragm 222 and is normally urged to a closed position by a compression spring 21!. The diaphragm 222 separates the chamber C from a further chamber D.

As soon as the valve 203 is opened and pressure of anti-detonant liquid is supplied to chamber A, it will open valve 209 and pass to chamber B and then will pass through a lateral passage and a pipe 215, as shown (Figs. 1 and 2), to operate the derichment means 2 l 9. From a practical point of view, there may be said to be negligible delay or time interval between the initiation of the operation of the apparatus by the opening of the valve 203 and the operation of the derichment means by the transmission of pressure through the pipe 2L5. While a hydraulic means is shown for operating the derichment means, other suitable means (for instance a solenoid operated derichment valve controlled electrically by a switch responsive to the water pressure in pipe 2i5) may be used.

Means are provided for supplying to the chamber D a fluid under pressure for moving the valve 2&0 from its normally closed position to an open position. For this purpose it is preferred to use as the pressure fluid, unmetered fuel at a pressure regulated by the means shown in Fig. 1 and referred to in said application Serial No. 530,935, as aforesaid, which is greater than metered fuel pressure by an amount which is a constant function of the mass air flow through the carburetor. For this purpose, unmetered fuel may be conducted to the regulator of the present invention through a pipe 2l3. This fuel does not pass directly to the chamber D, but is prevented from such passage by a valve 2l2, which is spring-pressed toward a normally closed position by a compression spring 221 and is arranged to be opened by suitable means here shown as including a diaphragm 220.

It is desired that the opening of the valve 2 [2 be made responsive to the pressure of the antidetonant liquid, more particularly to the pressure of that liquid in chamber B. The valve opening should be delayed in respect, to the building up of pressure in chamber B for a time period which will be predetermined in practice and which will permit the earlier action of the derichment means in advance of the introduction of anti-detonant liquid into the engine. For this purpose chamber B communicates through an open passage with a passage 2l8, also designated as chamber E. Pressure in chamber E is prevented from flowing directly and uninterruptedly into chamber F in rear of (here shown above) thediaphragm 220 by delay action means, such as a restriction or bleed 2l9. As a further and supplemental means for delaying the operation of the valve 2 12 by the actuation of the diaphragm 220 under the pressure attained in chamber F, there is provided below the diaphragm 220 as seen in Fig. 2 a chamber G, which communicates with the chamber D through a restriction or bleed 22!. Both of the bleeds H9 and 22! are effective to delay the action of opening th valve 2|2 by the diaphragm 220, because the restrictions 2l9, 22l limit the rate of flow of fluid into and out of chambers F and G respectively. The s ifiowrcapacity? of: bleeds, 2 l9, 22 I; is selectedto: pro,- ivide a predetermined time delay between the actuation of zthederichment valve 2lfirandathe initiation-of antiedetonant flow. These bleeols are; preferably 5 made removable .to facilitate an adjustment of the timedelay; or-ifdesiredthey may be made adjustable, in a known manner. It will .be-seen that the actuationofzthe valve .2 I2 is in response to the supplying of: pressure. of the anti-.detonant'liquid'to the chamberB and is instituted after a predetermined: time delay following. the building up of pressure in chamber. 13. When the:valve 2!:2 isopened, pressure .of the .unmetered fuel from the pipe :2 [3 (passes directlyito :chamber-gD and" is elfectve;againstv the leftehand Side ofzthe'diaphragm 222-;to-mve. this diaphragm to ..the I right. and :hence 1.to open the "valve 2 H1 against .theecompressionbf ithex'spring :2l l :and the:fluid:;pressure in chamber-:0. :This

permits .thel fiowapf the anti-detonant :liquid :di-

rectly fromzchamber B to chamber Ccausing the:pressure -in chamber C to increasezuntil. it is substantially equal to the unmetered'fuel presssure. in c'hamer D. .Chamber C is connected .to

pipe 224 through an anti-detonanti metering re- :striction or orifice 223 .anda chamber Hen the downstream side .of that orifice.

Chamber :0 is further in open communication through a. passage; 226 with achamberl. in rear of the valve 2 l 0 to providefor balancingthepressures on both ends ofthesva'lve. :When the valve 2210 is closed, before the pressure in :chamberB isfully reduced,- sufiicient clearance .at228 is pro- .videdaaroundthe stem :of the valv -:2'llltoalloW -theipressure in'chamberB to bleed out'tochamber 'I and'through'passage .226 tochamber C.

In order that pressure during-the-normal nonu operating condition .ofitheregulator be'maintainedconstant throughout, that is inorder that pressuresbeequalized in all the lettered cham- "bers with-the exception of chamber A when the -:valve 209 is closed, there is provideda further bleedpassage 2M between chambers D and/C.

'Th us during any period of inaction of the regulater,- all the lettered chambers (except chamber r A) shown will be filled'with flui'd at the same pressure (the pressure of the metered fuel in line 225) these pressures beingequalized-overa-short period oftime through the several bleed passages --and other passages above-described.

'Ihen when the introduction of anti-detonant liquidis' called for by the closing of switch 201 to open'the valve 203 by'energi'zing thesole- 'noid 2B6, pressure'of-anti detonant liquidpasses to chamber B through the checkvalvelllli. The 5 derichment means Zlli is first and almost instantaneously actuated. The valve 2l0 is thereafter opened after :a-predetermined time delay "following the opening of valve 203 and following =the actuation of the derichment means, under --the control of the delay bleeds 2|9 -and 22l and due to the-actuation of diaphragm 220 which 'opens the'valve 2i2. '-When this -valve -'2l2 is i opened, thepressure' of umnetered' fuel passes to chamber D. As this pressure is'somewhat greater 1. thanthat of the anti-detonant' liquid in chain- -ber-C,-'the'valve 2l'0-will be moved-to the right as seen in-Fig. 2. However.due to-the action of the spring 2 H and the back'pressure of the'liqhid in 'chamber- C, and because valve 2 l2 opens relatively slowly to gradually-admit the fuel from unmetered pressure line 2 l 3- to-chamber D, this opening movement will be gradual in character, thus :positively -preventin'g :any flow -=sur-ges :di theanti detonant liquid -thi ough:the mtr- .across, jet 223 is maintained substantially-.equal to the ,fuel meteringhead between; lines -56 'and 68 and the water flow is =contro1led=in:.-aecordanceith the mass air flow to-the engine. conditionremains until further flow ofantiedetonantliquid isnot desired, at which ti-me the switch 20'! is-opened and the solenoid valve-2 03 c e edf bvs; so -s rin -h lv d-0 them-almost; immediately closes as there is nothnev ee t o a a n -its; a a e ia rms. lhet ter. pressure .s a ua' lval-is in th several chambers, except chamber A, and @the valve-TZIZ- andhence valve-2 in are closedebyatneir associated .springsZZ! and; 2I,l. In=this equal ation I it a e that s m o heplieui m either. of chambers (lor D flows into the other-of these chambers through the bleedpassagevi? M. This; has been found .to be immaterial-as; affecting the operation, as .a small amount of afuel in- .troduced with the anti-fdetonant liquid will-not be sufiicient 'to change the operation substantially. On the other'hand, a-small (amount of antidetonant'liquidin the-charnberb will not afiect the. actuation of the diaphragm f2 2 -2lby-the liqui'dpressure in chamberD. V

When the pressure is originally built up in chamber-B .due to the opening of .valvel2D3 and i2ill9,it might seem that this pressure. could w directly through the bleed'iZB, chamber'l, passage 2126, a part of chamber Candthence through meteringipassage 223..a nd chamber 'H to the-engine through pipe"2'24. 'While'this path maylbe taken'by a very small amount of the anti-detonant liquid, 'it'should'be understood that the b eed or clearance 228 is so small in cross section that the amount of liquid flowing through "those skilled-in the art. We do not vvishitobe limited, therefore, except by the appended claims,

which are to be construed validly as broadly'as the state of the prior art permits.

What is claimed is:

1. In a method of operating an aircraft-engine having fueland watersupply systems, the" steps of,*first decreasing the fuel flow to the engiheby a predetermined amount in relation tothe unmetered fuel flow, and "after a "predetermined lapse of time introducing water into saidn'gine.

2. An anti-detonant regulatorfor 'an'internal combustion engine which comprises, a cut-oil valve for controlling the flow of anti detonant to said regulator, a normally closed valve for controlling the flow of anti-detonant through said regulator, a passage between said walves, -a -seconcl passage connected to said firstn'amed passage to carry the anti-detonan't to actuate "an engine: controldevice, means to control: said-"seccndmamcd valveaand: a passage connected tosaid ateacss control means and to said first named passage between said first two named valves having a restriction constructed and arranged so that the last named valve means Will be actuated a predetermined time after the engine control device.

3. The combination with a carburetor system for an internal combustion engine wherein the carburetor of such system is provided with means for metering a fuel supply to the engine and also with means affording a supply of unmetered fuel at a pressure dependent upon the mass air flow through the carburetor, and having a fuel derichment means associated with the carburetor system, of a regulator for a supply of an antidetonant liquid to an engine, comprising a shut-off valve for controlling the flow of anti-detonant liquid to the regulator, an unrestricted connection between said valve and fuel derichment means for actuating said fuel derichment means with a minimum of delay, a normally closed valve for controlling the flow of anti-detonant liquid through the regulator, means including a valve operated in response to the pressure of said liquid to control the normally closed valve, and delay action means for interposing a predetermined delay in the supplying of the liquid pressure to said last named means.

4. The combination with a carburetor system for an internal combustion engine wherein the carburetor of such system is provided with means for metering a fuel supply to the engine and also with means affording a supply of unmetered fuel at a pressure which varies with variations in mass air flow through the carburetor, and having a fuel derichment device associated with the carburetor system, of a regulator for a supply of an anti-detonant liquid to the engine, comprising a shut-off valve for controlling the flow of antidetonant liquid to the regulator, means for moving said shut-off valve to an open position, a connection between said shut-off valve and said derichment device whereupon said derichment device is activated immediately by anti-detonant liquid pressure, a main diaphragm operated valve for controlling the flow of anti-detonant liquid through the regulator to the engine having a chamber associated therewith, a passageway for conducting unmetered fuel from said supply thereof to said chamber, a normally closed diaphragm operated valve in said passageway, a passage for conducting anti-detonant liquid to operate the diaphragm of the last-named valve from a point in the flow of anti-detonant through the regulator subsequent to its passage through said shut-off valve and prior to its passage through the first named diaphragm operated valve, and a constriction inthe conducting passage for antidetonant liquid to the second named diaphragmoperated valve so constructed and arranged as to interpose a substantially predetermined delay in the opening of the second named diaphragm operated valve after the opening of said shut-off valve and the actuation of said derichment means to admit unmetered fuel to actuate and open the first named diaphragm operated valve.

5. The combination with a carburetor system for an internal combustion engine wherein the carburetor of such system is provided with means for metering a fuel supply to the engine and also with means affording a supply of unmetered fuel at a pressure which, for any given metered fuel pressure, is a measure of the fuel flow through the carburetor, and having a fuel derichment device associated with the carburetor system, of a regulator for a supply of an anti-detonant liquid to the engine, comprising a shut-off valve for controlling the flow of anti-detonant liquid to the regulator, means for moving said shut-off valve to an open position, a connection between said shut-off valve and said derichment device whereupon said derichment device is actuated immediately by anti-detonant liquid pressure, a main diaphragm actuated valve for controlling the flow of anti-detonant liquid through the regulator to the engine and having a chamber associated therewith, a second diaphragm operated valve for controlling the flow of unmetered fuel from said supply thereof to said chamber, a passage communicating with the path of flow of the anti-detonant liquid in said regulator between said shut-off valve and said main valve for transmitting the pressure of said antidetonant liquid to one side of the diaphragm of the second named diaphragm valve, and the other side of the diaphragm of said second named diaphragm valve having a chamber communicating with the first named chamber through a constricted passage providing a retarding influence tending to delay the opening of said second named diaphragm valve after the opening of said shut-off valve so as to delay the opening of the main diaphragm actuated valve at a substantially predetermined time period following the opening of the said shut-off valve and the actuation of said derichment device.

6. An injection regulator for anti-detonant liquid for controlling the injection of such liquid to an internal combustion engine, which comprises in combination, a regulator body having a chamber therein which receives an antidetcnant liquid under pressure only when injection is desired, valve means connected with said chamber normally to restrict the flow of anti-a detonant liquid to the engine from said chamber, a second chamber in said regulator adapted to receive fuel under unmetered fuel pressure, valve means in said regulator to shut off and admit fuel under unmetered pressure conditions to such second chamber, and a passageway between said first chamber and said last named valve means including a restriction to inter-correlate the action of both valve means to cause the second valve means to admit fuel under pressure to said second chamber after a time delay following the admission of anti-detonant liquid to the first chamber, and to cause such pressure in said second chamber to build up to cause operation of the first mentioned valve means, said first valve means admitting anti-detonant liquid from the first mentioned chamber to the engine after such time delay.

7. In an anti-detonant supply system for an internal combustion engine, having derichment means associated therewith, an injection regulator for controlling the supply of anti-detonant liquid to the internal combustion engine, said regulator comprising in combination, a regulator body having a chamber therein which receives anti-detonant liquid under pressure only when injection is desired, means subject to the pressure of such liquid in said chamber for operating said clerichment means, valve means connected with said chamber normally to restrict the flow of anti-detonant liquid to the engine from said chamber, a second chamber in said regulator adapted to receive fuel under unmetered fuel pressure, valve means in said regulator to shut oif and admit fuel under unmetered pressure conditions to such second chamber, and a passageway between said first chamber and said I'last namedyalve me'an Y to inter-correlate the action of both valve means ascents s including a restriction in combination, a regulator for controlling the flow of anti-detonant to an engine having a chamber therein which receives an anti-detonant liquid under pressure, means for controlling the supply of anti-detonant to the regulator, fuel derichment means, means for operating said derichment means upon the supply of antidetonant to the regulator, normally closed valve means in said regulator for controlling the flow of anti-detonant therethrough to the engine, means for supplying unmetered fuel to the regulator, means subject to the pressure of supplied unmetered fuel for controlling the aforesaid valve means, valve means for controlling unfmetered fuel supply to the regulator, and a passageway between said chamber and said last named valve means including a restriction for causing said last named valve means to operate after a predetermined time delay following the "operation of said derichment control means to admit unmetered fuel under pressure to the regulator, said unmetered fuel pressure causing opening of said normally closed valve means thereby to supply anti-detonant through the regulator to the engine.

9. An anti-detonant supply system, including in combination, a regulator for controlling the flow of anti-detonant to an engine, means for controlling the supply of anti-detonant to the regulator, normally closed valve means in said regulator for controlling the flow of antidetonant therethrough to the engine, an inlet passage between said means for controlling the supply of anti-detonant to the regulator and said normally closed valve means, means including a passage connecting said derichment means directly to said inlet passage for operating said derichment means without delay upon the supply of anti-detonant to the regulator, means for supplying a medium under pressure for controlling anti-detonant metering by the regulator, means subject to the pressure of said medium for controlling the aforesaid valve means, valve means responsive to anti-detonant pressure for controlling supply of such pressure medium to the regulator, means including a restriction for causing said last named valve means to operate after a predetermined time delay following the operation of said derichment control means to admit the medium under pressure to the regulator, said pressure of said medium causing opening of said normally closed valve means thereby to supply anti-detonant through the regulator to the engine.

10. A liquid flow regulator for supplying liquid to an engine, comprising a housing having a passage for the liquid to said engine, said passage having a valve therein, a part of said passage downstream of said valve forming a chamber, a diaphragm defining one wall of said chamber, said diaphragm being connected to said valve, a

10 second chamber on the other side dissidenphragm, a'passage for 'connectin'ga regal" g pressure to said second chamber, a normally closed valve in saidpassage, a second diaphragm connected to said last named valve,third and fourth chambers on opposite sides of said second diaphragm, a passage fromsaid first-mentioned passage upstream of said first named valvefto the side of said second diaphragm for urging the normally closed valve open) anda restricted passage from said second chamber to the other side of said second diaphragm, e

11. A liquidflow regulator for supplying liquid to an engine, comprising a housing having a pas sage for the liquid to said engine, saidpa is having a valve therein, a part of said passage downstream of said valve forming a chamber, a diaphragm defining one wall of said "chamber, said diaphragm being connected to'said valve, a second chamber on the other side of said diaphragm, a passage forconnecting a regulating pressure to said second chamber, a normally closed valve in said rpassage, a second diaphragm connected to said lastnanied valve, third and fourth chambers on opposite sides of said second diaphragm, a restricted passage from saidffirs't mentioned passage upstream of said first'named valve to the side of said'second diaphragm for urging the normally closed, valve ipen, and a passage from said second chamber to the other side of said second diaphragm.

12. A liquid flow regulator for supplying liquid to an engine, comprising a housing having a passage for the liquid to said engine, said pas sage having a valve therein, a part of said passage downstream of said valve forming a chamber, a diaphragm defining one wall of said chamher, said diaphragm being connected to said valve, a second chamber on the other side of said diaphragm, a passage for connecting a regulating pressure to said second chamber, a normally closed valve in said passage, a second diaphragm connected to said last named valve, third and fourth chambers on opposite sides of said second diaphragm, a restricted passage from said first mentioned passage upstream of said first named valve to the side of said second diaphragm for urging the normally closed valve open, and a restricted passage from said second chamber to the other side of said second diaphragm.

13. A liquid flow regulator for injecting a liquid into an internal combustion engine, comprising an intake chamber, a metering chamber, a conduit for connecting said outlet chamber to an engine, a liquid fiow valve located between said inlet chamber and said metering chamber, one side of said metering chamber being a diaphragm, said diaphragm being connected to said flow valve, a pressure chamber located on the other side of said diaphragm, a conduit for connecting the last named chamber to an operating pressure, a second valve located between said conduit and said last named chamber, a spring biasing said last named valve to a closed position, a delay chamber, one side of said delay chamber being a diaphragm, a liquid chamber located on the other side of said last named diaphragm, a passage connecting the delay chamber to said pressure chamber, a restricted passage connecting said liquid chamber to said inlet chamber, and a connection between the last named valve and said last named diaphragm.

14. A liquid flow regulator for injecting a liquid into an internal combusticn engine, comprising an intake chamber, a metering chamber, a conduit for connecting said outlet chamber to an engina a liquid flow valve located between said pressure, a second valve located between said conduit and said last named chamber, a spring biasing said'iast named valve to a closed positiori, a delay chamber, one side of said delay chamber being a diaphragm, a liquid chamber located on the other side of said last named diaphragm, a restricted passage connecting the delay chamber to said pressure chamber, a passage connecting said liquid chamber to said inlet chamber, and a connection between the last named valve and said last named diaphragm.

15. A liquid flow regulator for injecting a liquid into an internal combustion engine, comprising an intake chamber, a metering chamber, a conduit for connecting said outlet chamber to an engine, a liquid flow valve located between said inlet chamber and said metering chamber, one side of said metering chamber being a diaphragm, said diaphragm being connected to said flow valve, a pressure chamber located on the other side of said diaphragm, a conduit for connecting the last named chamber to an operating pressure, a second valve located between said conduit and said last named chamber, a spring biasing said last named valve to a closed position, a delay chamber, one side of said delay chamber being a diaphragm, a liquid chamber located on the other side of said last named diaphragm, a restricted passage connecting the delay chamber tosaid pressure chamber, a restricted passage connecting said liquid chamber to said inlet chamber, and a connection between the last named valve and said last named diaphragm.

16. In the method of operating an aircraft engine for fuel and water supply systems, the steps of first decreasing the fuel flow to the engine by a predetermined amount, and after a predetermined lapse of time introducing water into said engine.

SAMUEL S. FOX. ROBERT B. TALBOT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,392,565 Anderson et a1. Jan. 8, 1946 2,397,984 Schorn Apr. 9, 1946 2,431,590 Smith Nov. 25, 1947 2,509,648 Mock May 30, 1950 

